Suspension assembly and vehicle

Abstract

The embodiment of the present application discloses a suspension assembly and a vehicle, relates to the technical field of vehicles, and aims to solve the problem of high control complexity caused by the mutual coupling of vehicle body height adjustment and support force adjustment in the prior art. The suspension assembly comprises an air spring, a shock absorber, a first driving assembly and a second driving assembly. The air spring comprises opposite fixed ends and a movable end. The shock absorber comprises a shell and a piston assembly. The shell is connected to the movable end, and the piston assembly is connected to the fixed end. The shell and the piston assembly enclose a first chamber and a second chamber. The piston assembly comprises a piston arranged in the shell. The first chamber and the second chamber are located on opposite sides of the piston. The first driving assembly is connected to an air bag in the air spring and is used for inflating and deflating the air bag. The second driving assembly is connected to the first chamber and the second chamber and is used for driving the medium to flow between the two chambers. The suspension assembly is used for realizing the decoupling of the air spring and the shock absorber in control and simplifying the control complexity of the suspension assembly.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to suspension components and vehicles. Background Technology

[0002] Suspension components are installed in the chassis systems of vehicles, ships, aircraft, and other equipment to coordinate handling stability and ride comfort.

[0003] In the prior art, suspension components include shock absorbers and springs. The shock absorbers and springs are connected in parallel between the vehicle body and the wheels to achieve adjustments in vehicle height and support force.

[0004] However, in the existing solutions described above, both the adjustment of vehicle height and the adjustment of support force rely on the shock absorbers, resulting in a natural coupling between the two in terms of control. Therefore, the existing arrangement not only increases the control complexity of the suspension components but also makes it difficult to achieve independent decoupling and precise control between the two. Summary of the Invention

[0005] In view of the shortcomings of the prior art, the purpose of this application is to provide a suspension component and a vehicle, which aims to solve the problem of high control complexity caused by the mutual coupling of vehicle height adjustment and support force adjustment in the prior art.

[0006] In a first aspect, embodiments of this application provide a suspension assembly, which includes an air spring, a shock absorber, a first drive assembly, and a second drive assembly. The air spring includes a fixed end and a movable end opposite to each other. The shock absorber includes a housing and a piston assembly. The housing is connected to the movable end. The piston assembly is connected to the fixed end. The housing and the piston assembly enclose a first chamber and a second chamber. The piston assembly includes a piston disposed within the housing. The first chamber and the second chamber are located on opposite sides of the piston. The first drive assembly is connected to an air bladder within the air spring and is used to inflate and deflate the air bladder. The second drive assembly is connected to the first chamber and the second chamber and is used to drive a medium to flow between the first chamber and the second chamber.

[0007] Through the above technical solution, by connecting the first drive assembly to the air spring's inner airbag, the first drive assembly inflates and deflates the airbag to adjust the vehicle height. Simultaneously, by connecting the second drive assembly to the first and second chambers, the driving medium of the second drive assembly flows between the first and second chambers to adjust the support force (including active force and damping force). In other words, the air spring of this application is only responsible for adjusting the vehicle height, and the shock absorber is only responsible for adjusting the support force. This decoupling of the air spring and shock absorber in terms of control simplifies the control complexity of the suspension components.

[0008] For example, under off-road and high-speed conditions, when the vehicle's chassis domain controller detects a change in vehicle height requirement, it controls the first drive component to perform corresponding actions. For instance, under off-road conditions, the chassis domain controller controls the first drive component to inflate the air springs, raising the overall vehicle height to improve off-road capability. Under high-speed conditions, the chassis domain controller controls the first drive component to deflate the air springs, lowering the overall vehicle height to reduce wind resistance.

[0009] Under conditions such as steering, braking, hill starts, and bump crossings, the vehicle's attitude changes. When the chassis domain controller detects a trend in the vehicle's attitude change, it controls the secondary drive components corresponding to each wheel to perform appropriate actions. For example, when the vehicle turns left, the body tilts under the action of lateral inertial force, with the left side rising and the right side sinking. At this time, the chassis domain controller independently controls the secondary drive components of the four suspension components (left front, right front, left rear, and right rear) based on the tilt signal detected by the body attitude sensor.

[0010] For the left front and left rear suspensions, the corresponding second drive components are controlled to pump oil into the first chamber of their respective shock absorbers, providing a downward stretching force to actively pull down the left side of the vehicle body. For the right front and right rear suspensions, the corresponding second drive components are controlled to pump oil into the second chamber of their respective shock absorbers to provide an upward supporting force, actively pushing the right side of the vehicle body to suppress its sinking tendency.

[0011] In some embodiments, the piston assembly further includes a piston rod connected to the piston. A portion of the piston rod is located within the housing. The piston rod, piston, and housing form a first chamber.

[0012] The second drive assembly includes a drive element and an energy storage element. The drive element and the energy storage element are connected in parallel between the first chamber and the second chamber.

[0013] By locating a portion of the piston rod within the housing using the aforementioned technical solution, the piston rod, piston, and housing can form a first chamber. Since the piston rod occupies part of the space inside the first chamber, the effective cross-sectional area of ​​the first chamber is equal to the piston area minus the piston rod's cross-sectional area. The effective cross-sectional area of ​​the second chamber is equal to the piston area. Therefore, the cross-sectional area of ​​the first chamber is smaller than that of the second chamber, and an inherent difference in cross-sectional area exists between them.

[0014] Based on this, by connecting the drive unit and the energy storage unit in parallel between the first and second chambers, and considering the difference in cross-sectional area between the two chambers, the required volume change of the medium in the first and second chambers differs during piston movement. This leads to an imbalance in the oil inflow and outflow between the two chambers, affecting the smoothness of piston movement. Therefore, when a pressure difference forms between the first and second chambers, excess oil can flow into the energy storage unit and be temporarily absorbed and stored. When oil replenishment is needed, the energy storage unit can also release the stored oil for supply compensation. Through the bidirectional oil absorption and supply function of the energy storage unit, the problem of oil inflow and outflow imbalance caused by the difference in cross-sectional area can be solved, ensuring the smoothness and continuity of piston movement.

[0015] Meanwhile, the drive component actively or passively adjusts the flow resistance of the medium according to the control signal to achieve real-time adjustable support force. In this way, the drive component is responsible for actively or passively adjusting the support force, while the energy storage component is responsible for assisting flow compensation. The two work in parallel and in synergy to improve the dynamic response speed of support force adjustment.

[0016] In some embodiments, the second drive assembly further includes a first check valve and a first throttle valve. The first check valve is connected between the energy storage element and the first chamber, allowing the medium in the energy storage element to flow into the first chamber. The first throttle valve is connected between the energy storage element and the second chamber.

[0017] The assembly consisting of the first one-way valve, the energy storage element, and the first throttle valve is connected in parallel with the drive element.

[0018] Through the above technical solution, when the shock absorber is in a tensile action and needs to output active power, the drive component drives the medium in the first chamber to flow to the second chamber. Simultaneously, since the cross-sectional area of ​​the first chamber is smaller than that of the second chamber, the medium in the energy storage component flows to the second chamber through the first one-way valve to replenish the second chamber and prevent a vacuum. At this time, the second chamber is a high-pressure zone. By controlling the opening of the first throttle valve, the working pressure inside the second chamber can be controlled, thereby controlling the magnitude of the main power output by the shock absorber.

[0019] When the shock absorber is in contraction mode and needs to output damping force, the second chamber is a high-pressure zone. The piston rod moves downwards, compressing the medium in the second chamber, causing it to be discharged and flow into the first chamber. Specifically, after being forced out of the second chamber, the medium splits into two branches flowing into the first chamber. Branch 1: Second chamber - Drive unit - First chamber. At this time, the drive unit is not working, and the medium flows passively. Branch 2: Second chamber - First throttle valve - Energy accumulator - First check valve - First chamber. In Branch 2, part of the medium flowing through the first throttle valve is temporarily absorbed and stored by the energy accumulator, which also helps to mitigate pressure fluctuations. Part of it flows through the first check valve into the first chamber. At this time, the damping force is determined jointly by the drive unit and the first throttle valve. By adjusting the opening of the first throttle valve, the flow resistance of Branch 2 can be controlled, thereby adjusting the magnitude of the damping force output by the shock absorber.

[0020] In some embodiments, the second drive assembly further includes a second check valve and a second throttle valve. The second check valve is connected between the energy storage element and the second chamber, allowing the medium in the energy storage element to flow into the second chamber. The second check valve is arranged in parallel with the first throttle valve.

[0021] The second throttle valve is connected between the energy storage device and the first chamber. The second throttle valve is arranged in parallel with the first check valve.

[0022] The assembly consisting of the first check valve, the energy storage element, the first throttle valve, the second check valve, and the second throttle valve is connected in parallel with the drive element.

[0023] Through the above technical solution, when the shock absorber is in a tensile action and needs to output damping force, the first chamber is a high-pressure zone. The piston rod moves upward, compressing the medium in the first chamber, causing it to be discharged from the first chamber and flow into the second chamber. Specifically, after being forced out of the first chamber, the medium splits into two branches flowing into the second chamber. Branch 1: First chamber - drive unit - second chamber. Branch 2: First chamber - second throttle valve - energy storage unit - second check valve - second chamber. In Branch 2, the medium flowing through the second throttle valve merges with the existing medium in the energy storage unit and then replenishes the second chamber through the second check valve to meet the additional volume requirement of the second chamber due to its larger cross-sectional area. At this time, the damping force is determined by both the drive unit and the second throttle valve. By adjusting the opening of the second throttle valve, the flow resistance of Branch 2 can be controlled, thereby adjusting the magnitude of the damping force output by the shock absorber.

[0024] When the shock absorber is in its retracted state and needs to output its active force, the drive component propels the medium in the second chamber to flow through the second throttle valve into the first chamber. Simultaneously, because the cross-sectional area of ​​the first chamber is smaller than that of the second chamber, excess medium in the second chamber is temporarily absorbed and stored by the energy storage component through the second throttle valve. At this time, the first chamber is a high-pressure zone. By controlling the opening of the second throttle valve, the working pressure inside the first chamber can be controlled, thereby controlling the magnitude of the shock absorber's output force.

[0025] In some embodiments, the second drive assembly further includes a third throttle valve, which is connected in series with the drive member between the first chamber and the second chamber.

[0026] The assembly consisting of a first check valve, an energy storage device, a first throttle valve, a second check valve, and a second throttle valve is connected in parallel with the assembly consisting of a third throttle valve and a drive device.

[0027] Through the above technical solution, when the shock absorber is in a tensile action and needs to output damping force, when the damping force demand is small, the third throttle valve is fully open, the branch containing the drive component is open, and the medium flows through the branch containing the drive component. The damping force is jointly determined by the second throttle valve and the drive component. When the damping force demand increases to exceed a certain threshold, the third throttle valve reduces its opening as needed, and the damping force is determined by the third throttle valve. The damping force when the second throttle valve is fully closed and the third throttle valve is fully open is the threshold value.

[0028] When the shock absorber is in compression mode and needs to output damping force, if the required damping force is large, the first throttle valve is completely closed, and the medium flows only through the branch containing the third throttle valve. The damping force is determined by the throttling effect of the third throttle valve. If the required damping force is small, the third throttle valve is fully open, the branch containing the drive component is open, and the medium flows through the branch containing the drive component. The damping force is jointly determined by the first throttle valve and the drive component.

[0029] In some embodiments, the drive unit includes a bidirectional hydraulic pump and a motor connected to the bidirectional hydraulic pump.

[0030] With the above technical solution, when the shock absorber needs to output active force, the motor drives the bidirectional hydraulic pump to operate, thereby driving the medium to flow between the first and second chambers. Specifically, when the shock absorber is in a tensioning action and needs to output active force, the motor rotates forward, driving the bidirectional hydraulic pump to pump the medium from the first chamber to the second chamber. When the shock absorber is in a contracting action and needs to output active force, the motor rotates in reverse, driving the bidirectional hydraulic pump to pump the medium from the second chamber to the first chamber.

[0031] In some embodiments, the motor has a drive mode and a power generation mode.

[0032] Through the above technical solution, when the shock absorber needs to output active force, the motor switches to drive mode. Specifically, when the shock absorber is in the extension action and needs to output active force, the motor rotates forward, driving the bidirectional hydraulic pump to pump the medium from the first chamber to the second chamber. When the shock absorber is in the contraction action and needs to output active force, the motor rotates in reverse, driving the bidirectional hydraulic pump to pump the medium from the second chamber to the first chamber.

[0033] When the shock absorber needs to output damping force, the motor switches to generator mode. Specifically, when the shock absorber is in a tensioning action and needs to output damping force, the piston rod moves upward, compressing the medium in the first chamber, causing it to be discharged from the first chamber and flow through the drive component into the second chamber. The bidirectional hydraulic pump in the drive component is passively rotated under the push of the medium, driving the motor to generate electricity, converting vibration energy into electrical energy for recovery, and simultaneously generating regenerative damping force.

[0034] When the shock absorber is in compression mode and needs to output damping force, the piston rod moves downward, compressing the medium in the second chamber and discharging it from the second chamber. The medium then flows through the drive unit and enters the first chamber. The bidirectional hydraulic pump in the drive unit is passively rotated under the push of the medium, driving the motor to generate electricity, converting the vibration energy into electrical energy for recovery, and simultaneously generating regenerative damping force.

[0035] In some embodiments, the housing includes an outer housing and an inner housing disposed within the outer housing. A portion of the piston and piston rod is located within the inner housing.

[0036] An elastic structure is provided between the outer shell and the inner shell. This elastic structure divides a portion of the space between the outer and inner shells into a gas chamber and a working chamber. The working chamber connects the first chamber and the second chamber. The outer shell, inner shell, and elastic structure together constitute the energy storage device.

[0037] Compared to the existing method of placing the energy storage component on one side of the shock absorber and connecting it through a connecting pipe, the energy storage component and the shock absorber are integrated into a single structure in this application. This integrated design saves space for the suspension components and shortens the medium flow path between the energy storage component and the shock absorber, which helps to improve the system's response speed.

[0038] Furthermore, the energy storage component isolates the gas chamber from the working chamber through an elastic structure. The working chamber is connected to both the first and second chambers. When the oil pressure increases, excess oil flows into the working chamber, pushing the elastic structure to deform towards the gas chamber side, compressing the gas in the gas chamber, and converting hydraulic energy into gas compression energy for storage.

[0039] When the oil pressure decreases, the compressed gas expands, pushing the elastic structure back to one side of the working chamber, discharging the oil in the working chamber to compensate for the reduced oil supply. Thus, the energy accumulator absorbs and releases system pressure fluctuations, buffering pressure shocks, compensating for oil volume changes, and stabilizing system pressure.

[0040] In some embodiments, a first check valve, a first throttle valve, a second check valve, a second throttle valve, and a third throttle valve are disposed in the housing.

[0041] By incorporating the first check valve, first throttle valve, second check valve, second throttle valve, and third throttle valve into the housing, an integrated design of these valves on the housing can be achieved. Compared to the method of setting each valve independently and connecting them through external pipelines, this integrated design eliminates the dispersed space occupied by the independent housings and mounting brackets of each valve, and also eliminates the space required for external connecting pipelines between valves and their arrangement. This significantly reduces the overall volume occupied by the valve assembly, making the installation layout of the suspension components within the limited space of the chassis more compact and facilitating the optimal utilization of the vehicle's underbody space.

[0042] In some embodiments, the first drive component includes an air tank and an air compressor connected between the air tank and the air bag.

[0043] The above technical solution utilizes an air compressor and air tank to adjust vehicle height. By controlling the inflation and deflation of gas into and out of the airbags, the air volume inside the airbags is altered, thereby adjusting the vehicle height. This method is simple in structure and easy to implement. Specifically, when it is necessary to raise the vehicle height, the air compressor starts, filling the airbags with compressed gas from the air tank. The air pressure inside the airbags increases and expands outward, pushing the wheel ends downward relative to the vehicle body, thus raising the overall vehicle height.

[0044] When it is necessary to lower the vehicle height, the air compressor is turned off or switched to exhaust mode, the gas in the airbag is discharged into the air tank, the amount of gas inside the airbag decreases, the airbag contracts, and the wheel end returns to its upward position relative to the vehicle body, thereby achieving an overall lowering of the vehicle body.

[0045] In some embodiments, an air spring is disposed on the periphery of the shock absorber.

[0046] By using the above technical solution, the air spring is placed on the periphery of the shock absorber, which allows the air spring and the shock absorber to overlap at least partially in the axial direction, thereby shortening the total length of the suspension assembly in the axial direction, reducing the overall space occupied, and facilitating the compact layout of the suspension assembly within the limited space of the chassis.

[0047] Secondly, this application provides a vehicle including a suspension assembly provided in any of the embodiments of the first aspect.

[0048] Since the vehicle provided in this application embodiment includes the suspension assembly of the first aspect, both can solve the same problem and achieve the same effect. Attached Figure Description

[0049] Figure 1 This is a schematic diagram of the structure of a suspension assembly disclosed in an embodiment of this application; Figure 2 for Figure 1 The diagram shows the control principle of the suspension assembly under retraction action. Figure 3 for Figure 1 The diagram shows the control principle of the suspension assembly under tension action. Figure 4 for Figure 1 Partial cross-sectional view of the suspension assembly shown; Figure 5 This is a schematic diagram of the structure of a vehicle disclosed in an embodiment of this application.

[0050] Figure label: 100. Vehicles; 10. Suspension components; 1. Air spring; 11. Fixed end; 12. Moving end; 2. Vibration damper; 21. Housing; 211. Outer housing; 212. Inner housing; 2121. First inner housing; 2122. Second inner housing; 213. Elastic structure; 214. Gas chamber; 215. Working chamber; 216. Base; 217. Sealing ring; 218. Sealing top cover; 22. Piston assembly; 221. Piston; 222. Piston rod; 23. First chamber; 24. Second chamber; 3. First driving component; 4. Second drive assembly; 41. Drive component; 411. Two-way hydraulic pump; 412. Motor; 42. Energy storage component; 43. First check valve; 44. First throttle valve; 45. Second check valve; 46. Second throttle valve; 47. Third throttle valve; 20. Vehicle body; 30. Wheel. Detailed Implementation

[0051] In the description of the embodiments of this application, the terms "first," "second," etc., are used for descriptive purposes only and have no sequential or technical meaning, nor should they be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Directional terms mentioned in this application, such as "upper," "lower," "front," "inner," etc., are merely for reference to the orientation shown in the accompanying drawings. The use of directional terms is for better and clearer explanation and understanding of this application, and not for indicating the orientation of the referred device or component in an actual application scenario.

[0052] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the terms "installation" and "connection" should be interpreted broadly. For example, "connection" can be a detachable connection or a non-detachable connection; it can be a direct connection or an indirect connection through an intermediate medium. "Fixed connection" refers to a connection where the relative positional relationship remains unchanged after connection. "Rotary connection" refers to a connection where the two parts can rotate relative to each other after connection. "Sliding connection" refers to a connection where the two parts can slide relative to each other after connection.

[0053] In the chassis systems of vehicles, ships, aircraft, and other equipment, there are suspension components used to coordinate the balance between handling stability and ride comfort. In some scenarios, the suspension components connect the vehicle body and the wheels to adjust the vehicle height and support force.

[0054] For example, please refer to Figure 1 The vehicle's suspension assembly 10 may include a shock absorber 2 and a spring. The shock absorber 2 and the spring are connected in parallel between the vehicle body and the wheels to adjust the vehicle height and the support force. The support force includes active force and damping force. The shock absorber 2 may be an active shock absorber, a passive shock absorber, a semi-active shock absorber, etc., and the spring may be an air spring 1, a coil spring, etc.

[0055] In some embodiments, please continue reading Figure 1 Shock absorber 2 is an active shock absorber, and spring 1 is an air spring. The active shock absorber 2 and air spring 1 are connected in parallel between the vehicle body and the wheels to adjust the vehicle height and the support force.

[0056] Please refer to the relevant technologies for further information. Figure 1Shock absorber 2 and spring are connected in parallel between the vehicle body and the wheels. Both vehicle height adjustment and support force adjustment are highly dependent on shock absorber 2, resulting in a natural coupling between these two control mechanisms. This not only increases the control complexity of the suspension system but also makes it difficult to achieve independent decoupling and precise control between the two. When vehicle height needs to be adjusted, the support force passively changes accordingly. Conversely, when support force needs to be adjusted, vehicle height is also affected. This strong coupling limits the adaptive adjustment capability of the suspension system under different operating conditions, making it difficult to simultaneously achieve both ride comfort and handling stability.

[0057] To resolve the above issues, please refer to Figure 1 and Figure 2 This application provides a suspension assembly 10. The suspension assembly 10 may include an air spring 1, a shock absorber 2, a first drive assembly 3, and a second drive assembly 4. The air spring 1 may include a fixed end 11 and a movable end 12. The shock absorber 2 may include a housing 21 and a piston assembly 22. The housing 21 is connected to the movable end 12. The piston assembly 22 is connected to the fixed end 11. The housing 21 and the piston assembly 22 form a first chamber 23 and a second chamber 24. The piston assembly 22 may include a piston 221 disposed within the housing 21. The first chamber 23 and the second chamber 24 are located on opposite sides of the piston 221. The first drive assembly 3 is connected to the air bladder inside the air spring 1 and is used to inflate and deflate the air bladder. The second drive assembly 4 is connected to the first chamber 23 and the second chamber 24 and is used to drive a medium to flow between the first chamber 23 and the second chamber 24. Exemplarily, the medium may be oil.

[0058] In this way, by connecting the first drive assembly 3 to the airbag inside the air spring 1, the first drive assembly 3 inflates and deflates the airbag to adjust the vehicle height. Simultaneously, by connecting the second drive assembly 4 to the first chamber 23 and the second chamber 24, the driving medium of the second drive assembly 4 flows between the first chamber 23 and the second chamber 24 to adjust the support force (including active force and damping force). That is, the air spring 1 of this application is only responsible for adjusting the vehicle height, and the shock absorber is only responsible for adjusting the support force. This decoupling of the control between the air spring 1 and the shock absorber 2 simplifies the control complexity of the suspension assembly 10.

[0059] For example, under off-road and high-speed conditions, when the vehicle's chassis domain controller detects a change in vehicle height requirement, it controls the first drive assembly 3 to perform corresponding actions. For instance, under off-road conditions, the chassis domain controller controls the first drive assembly 3 to inflate the air springs 1, raising the overall vehicle height to improve passability. Under high-speed conditions, the chassis domain controller controls the first drive assembly 3 to deflate the air springs 1, lowering the overall vehicle height to reduce wind resistance.

[0060] Under conditions such as steering, braking, hill starts, and bump crossings, the vehicle's posture will change. When the chassis domain controller detects a trend of change in vehicle posture, it controls the second drive components 4 corresponding to each wheel to perform the appropriate actions. For example, when the vehicle turns left, the body tilts under the action of lateral inertial force, with the left side of the body rising and the right side sinking. At this time, the chassis domain controller independently controls the second drive components 4 of the four suspension components (left front, right front, left rear, and right rear) based on the tilt signal detected by the body posture sensor.

[0061] For the left front suspension and left rear suspension, the corresponding second drive assembly 4 is controlled to pump oil into the first chamber 23 of their respective shock absorbers 2 to provide downward stretching force and actively pull down the left side of the vehicle body. For the right front suspension and right rear suspension, the corresponding second drive assembly 4 is controlled to pump oil into the second chamber 24 of their respective shock absorbers 2 to provide upward support force and actively push the right side of the vehicle body to suppress its sinking tendency.

[0062] In some embodiments, please continue reading Figure 2 and Figure 3 and combined Figure 1 The piston assembly 22 may further include a piston rod 222 connected to the piston 221. A portion of the piston rod 222 is located within the housing 21. The piston rod 222, the piston 221, and the housing 21 form a first chamber 23.

[0063] The second drive assembly 4 may include a drive element 41 and an energy storage element 42. The drive element 41 and the energy storage element 42 are connected in parallel between the first chamber 23 and the second chamber 24.

[0064] In this way, by placing a portion of the piston rod 222 within the housing 21, the piston rod 222, piston 221, and housing 21 can form a first chamber 23. Since the piston rod 222 occupies part of the space inside the first chamber 23, the effective cross-sectional area of ​​the first chamber 23 is equal to the area of ​​the piston 221 minus the cross-sectional area of ​​the piston rod 222. The effective cross-sectional area of ​​the second chamber 24 is equal to the area of ​​the piston 221. Therefore, the cross-sectional area of ​​the first chamber 23 is smaller than that of the second chamber 24, and there is an inherent difference in cross-sectional area between them.

[0065] Based on this, by connecting the drive unit 41 and the energy storage unit 42 in parallel between the first chamber 23 and the second chamber 24, a difference in cross-sectional area exists between the first chamber 23 and the second chamber 24. When the piston 221 moves, the required volume change of the medium in the first chamber 23 and the second chamber 24 is different, resulting in an imbalance in the oil inflow and outflow between the two chambers, affecting the smoothness of the piston 221's movement. Therefore, when a pressure difference is formed between the first chamber 23 and the second chamber 24, excess oil can flow into the energy storage unit 42 and be temporarily absorbed and stored. When oil replenishment is needed, the energy storage unit 42 can also release the stored oil for oil supply compensation. Through the bidirectional oil absorption and supply function of the energy storage unit 42, the problem of oil inflow and outflow imbalance caused by the cross-sectional area difference can be solved, ensuring the smoothness and continuity of the piston 221's movement.

[0066] Meanwhile, the drive component 41 actively or passively adjusts the flow resistance of the medium according to the control signal to achieve real-time adjustable support force. In this way, the drive component 41 is responsible for actively or passively adjusting the support force, while the energy storage component 42 is responsible for assisting flow compensation. The two work in parallel to improve the dynamic response speed of support force adjustment.

[0067] In some examples, please refer to [link / reference]. Figure 2 The drive component 41 can be a hydraulic pump. The energy storage component 42 can be an accumulator. For example, the accumulator can be a bag-type accumulator, a diaphragm accumulator, a piston accumulator, etc.

[0068] In some embodiments, please continue reading Figure 2 and Figure 3 and combined Figure 1 The second drive assembly 4 may further include a first check valve 43 and a first throttle valve 44. The first check valve 43 is connected between the energy storage unit 42 and the first chamber 23, allowing the medium in the energy storage unit 42 to flow into the first chamber 23. The first throttle valve 44 is connected between the energy storage unit 42 and the second chamber 24.

[0069] The assembly consisting of the first one-way valve 43, the energy storage element 42, and the first throttle valve 44 is arranged in parallel with the drive element 41.

[0070] In this way, when the shock absorber 2 is in a stretched state and needs to output active force (such as...), Figure 3 As shown, the drive unit 41 drives the medium in the first chamber 23 to flow to the second chamber 24. Simultaneously, since the cross-sectional area of ​​the first chamber 23 is smaller than that of the second chamber 24, the medium in the energy storage unit 42 flows to the second chamber 24 through the first one-way valve 43 to replenish oil in the second chamber 24 and prevent a vacuum. At this time, the second chamber 24 is a high-pressure zone. By controlling the opening of the first throttle valve 44, the working pressure inside the second chamber 24 can be controlled, thereby controlling the magnitude of the main power output by the shock absorber 2.

[0071] When the shock absorber 2 is in the retracted position and needs to output damping force (such as...) Figure 2 As shown), the second chamber 24 is the high-pressure zone. The piston rod 222 moves downwards, compressing the medium within the second chamber 24, causing it to exit from the second chamber 24 and flow into the first chamber 23. Specifically, after being forced out of the second chamber 24, the medium splits into two branches flowing into the first chamber 23. Branch 1: Second chamber 24 - Drive unit 41 - First chamber 23. In this case, the drive unit 41 is not working, and the medium flows passively. Branch 2: Second chamber 24 - First throttle valve 44 - Energy accumulator 42 - First check valve 43 - First chamber 23. In Branch 2, the medium flowing through the first throttle valve 44 into the energy accumulator 42 is partially absorbed and stored by the energy accumulator 42, which also helps to mitigate pressure fluctuations. A portion flows through the first check valve 43 into the first chamber 23 for replenishment. At this time, the damping force is determined by the drive component 41 and the first throttle valve 44. By adjusting the opening of the first throttle valve 44, the flow resistance of the second branch can be controlled, thereby adjusting the magnitude of the damping force output by the damper 2.

[0072] In some embodiments, please continue reading Figure 2 and Figure 3 and combined Figure 1 The second drive assembly 4 may further include a second check valve 45 and a second throttle valve 46. The second check valve 45 is connected between the energy storage element 42 and the second chamber 24, allowing the medium in the energy storage element 42 to flow into the second chamber 24. The second check valve 45 is arranged in parallel with the first throttle valve 44.

[0073] The second throttle valve 46 is connected between the energy storage element 42 and the first chamber 23. The second throttle valve 46 is arranged in parallel with the first check valve 43.

[0074] The assembly consisting of the first check valve 43, the energy storage component 42, the first throttle valve 44, the second check valve 45, and the second throttle valve 46 is connected in parallel with the drive component 41.

[0075] In this way, when the shock absorber 2 is in a tensioned state and needs to output damping force (such as... Figure 3As shown), the first chamber 23 is the high-pressure zone. The piston rod 222 moves upward, compressing the medium in the first chamber 23, causing it to be discharged from the first chamber 23 and flow into the second chamber 24. Specifically, after the medium is squeezed out of the first chamber 23, it splits into two branches flowing into the second chamber 24. Branch 1: First chamber 23 - drive component 41 - second chamber 24. Branch 2: First chamber 23 - second throttle valve 46 - energy storage component 42 - second check valve 45 - second chamber 24. Among them, the medium flowing into the energy storage component 42 through the second throttle valve 46 in branch 2 merges with the original medium in the energy storage component 42 and then replenishes the second chamber 24 through the second check valve 45 to meet the additional volume requirement of the second chamber 24 due to its larger cross-sectional area. At this time, the damping force is determined by the drive component 41 and the second throttle valve 46. By adjusting the opening of the second throttle valve 46, the flow resistance of the second branch can be controlled, thereby adjusting the magnitude of the damping force output by the damper 2.

[0076] When the shock absorber 2 is in the retracted position and needs to output active force (such as...) Figure 2 As shown, the driving element 41 drives the medium in the second chamber 24 to flow to the first chamber 23 through the second throttle valve 46. Simultaneously, since the cross-sectional area of ​​the first chamber 23 is smaller than that of the second chamber 24, excess medium in the second chamber 24 is temporarily absorbed and stored by the energy storage element 42 through the second throttle valve 46. At this time, the first chamber 23 is a high-pressure zone. By controlling the opening degree of the second throttle valve 46, the working pressure inside the first chamber 23 can be controlled, thereby controlling the magnitude of the output force of the vibration damper 2.

[0077] In some embodiments, please continue reading Figure 2 and Figure 3 and combined Figure 1 The second drive assembly 4 may also include a third throttle valve 47, which is connected in series with the drive member 41 between the first chamber 23 and the second chamber 24.

[0078] The assembly consisting of the first one-way valve 43, the energy storage component 42, the first throttle valve 44, the second one-way valve 45, and the second throttle valve 46 is connected in parallel with the assembly consisting of the third throttle valve 47 and the drive component 41.

[0079] In this way, when the shock absorber 2 is in a tensioned state and needs to output damping force (such as... Figure 3 As shown in the diagram, when the damping force requirement is large, the third throttle valve 47 is fully open, the branch containing the drive component 41 is open, and the medium flows through the branch containing the drive component 41. The damping force is jointly determined by the second throttle valve 46 and the drive component 41. When the damping force requirement increases to exceed a certain threshold, the third throttle valve 47 reduces its opening as needed, and the damping force is determined by the third throttle valve 47. The damping force when the second throttle valve 46 is fully closed and the third throttle valve 47 is fully open is the threshold value.

[0080] When the shock absorber 2 is in compression mode and needs to output damping force (such as...) Figure 2 As shown in the diagram, when the damping force requirement is large, the first throttle valve 44 is completely closed, and the medium flows only through the branch where the third throttle valve 47 is located. The damping force is determined by the throttling effect of the third throttle valve 47. When the damping force requirement is small, the third throttle valve 47 is completely open, the branch where the drive component 41 is located is open, and the medium flows through the branch where the drive component 41 is located. The damping force is jointly determined by the first throttle valve 44 and the drive component 41.

[0081] In some embodiments, please continue reading Figure 2 and Figure 3 and combined Figure 1 The drive unit 41 may include a bidirectional hydraulic pump 411 and a motor 412 connected to the bidirectional hydraulic pump 411.

[0082] In this way, when the shock absorber 2 needs to output active force, the motor 412 drives the bidirectional hydraulic pump 411 to operate, thereby driving the medium to flow between the first chamber 23 and the second chamber 24. Specifically, when the shock absorber 2 is in the extension position and needs to output active force, the motor 412 rotates forward, driving the bidirectional hydraulic pump 411 to pump the medium from the first chamber 23 to the second chamber 24. When the shock absorber 2 is in the contraction position and needs to output active force, the motor 412 rotates in reverse, driving the bidirectional hydraulic pump 411 to pump the medium from the second chamber 24 to the first chamber 23.

[0083] In some embodiments, please continue reading Figure 2 and Figure 3 The motor 412 has a drive mode and a power generation mode.

[0084] In this way, when the shock absorber 2 needs to output active force, the motor 412 switches to drive mode. Specifically, when the shock absorber 2 is in the extension action and needs to output active force, the motor 412 rotates forward, driving the bidirectional hydraulic pump 411 to pump the medium from the first chamber 23 to the second chamber 24. When the shock absorber 2 is in the contraction action and needs to output active force, the motor 412 rotates in reverse, driving the bidirectional hydraulic pump 411 to pump the medium from the second chamber 24 to the first chamber 23.

[0085] When the shock absorber 2 needs to output damping force, the motor 412 switches to power generation mode. Specifically, when the shock absorber 2 is in a tensioning action and needs to output damping force, the piston rod 222 moves upward, squeezing the medium in the first chamber 23, causing it to be discharged from the first chamber 23, flow through the drive member 41, and enter the second chamber 24. The bidirectional hydraulic pump 411 in the drive member 41 is passively rotated under the push of the medium, driving the motor 412 to generate electricity, converting vibration energy into electrical energy for recovery, and simultaneously generating regenerative damping force.

[0086] When the shock absorber 2 is in compression mode and needs to output damping force, the piston rod 222 moves downward, squeezing the medium in the second chamber 24 and discharging it from the second chamber 24. After flowing through the drive member 41, it enters the first chamber 23. The bidirectional hydraulic pump 411 in the drive member 41 is passively rotated under the push of the medium, driving the motor 412 to generate electricity, converting the vibration energy into electrical energy for recovery, and at the same time generating regenerative damping force.

[0087] In some embodiments, please refer to Figures 2 to 4 The housing 21 may include an outer housing 211 and an inner housing 212 disposed within the outer housing 211. Parts of the piston 221 and piston rod 222 are located within the inner housing 212.

[0088] An elastic structure 213 is provided between the outer shell 211 and the inner shell 212. The elastic structure 213 divides part of the space between the outer shell 211 and the inner shell 212 into a gas chamber 214 and a working chamber 215. The working chamber 215 is connected between the first chamber 23 and the second chamber 24. The outer shell 211, the inner shell 212, and the elastic structure 213 constitute the energy storage element 42. That is, the energy storage element 42 shares the inner shell 212 with the vibration damper 2, that is, the energy storage element 42 directly utilizes the inner shell 212 of the vibration damper 2 as its component, and the two do not need to be set up separately.

[0089] In this way, compared to the existing method of placing the energy storage component 42 on one side of the shock absorber 2 and connecting it through a connecting pipe, the energy storage component 42 and the shock absorber 2 are integrated into a single structure in this application. This integrated design can save the arrangement space of the suspension assembly 10, and at the same time shorten the medium flow path between the energy storage component 42 and the shock absorber 2, which is beneficial to improving the system response speed.

[0090] Furthermore, the energy storage component 42 isolates the gas chamber 214 from the working chamber 215 through the elastic structure 213. The working chamber 215 is connected to both the first chamber 23 and the second chamber 24. When the oil pressure increases, excess oil flows into the working chamber 215, pushing the elastic structure 213 to deform towards the gas chamber 214, compressing the gas in the gas chamber 214, and converting hydraulic energy into gas compression energy for storage.

[0091] The energy storage component 42 mainly stores energy in the following two working conditions. The first working condition: when the shock absorber 2 is in the contraction action and needs to output damping force, the second chamber 24 is squeezed to discharge oil. Since the cross-sectional area of ​​the first chamber 23 is smaller than that of the second chamber 24, the amount of oil discharged by the second chamber 24 is greater than the capacity that the first chamber 23 can receive. The excess oil flows into the energy storage component 42 through the first throttle valve 44 and is temporarily absorbed and stored.

[0092] The second operating condition: When the shock absorber 2 is in the retraction action and needs to output the active force, the driving component 41 pumps the driving medium from the second chamber 24 to the first chamber 23. Since the cross-sectional area of ​​the first chamber 23 is smaller than that of the second chamber 24, excess oil is generated during the pumping process. It flows into the energy storage component 42 through the second throttle valve 46 and is temporarily absorbed and stored.

[0093] When the oil pressure decreases, the compressed gas expands, pushing the elastic structure 213 back to the working chamber 215, discharging the oil in the working chamber 215 to compensate for the oil supply. Thus, the energy storage device 42 absorbs and releases system pressure fluctuations, playing a role in buffering pressure shocks, compensating for changes in oil volume, and stabilizing system pressure.

[0094] The energy storage device 42 releases energy mainly in the following two working conditions. The first working condition: when the shock absorber 2 is in the tensioning action and needs to output damping force, the first chamber 23 is squeezed to discharge oil. Since the cross-sectional area of ​​the first chamber 23 is smaller than that of the second chamber 24, the amount of oil discharged from the first chamber 23 is insufficient to meet the increased volume requirement of the second chamber 24. The energy storage device 42 releases the stored oil and supplies oil to the second chamber 24 through the second one-way valve 45 to compensate for the oil supply, so as to avoid the second chamber 24 from generating a vacuum.

[0095] The second operating condition: When the shock absorber 2 is in the tensioning action and needs to output active force, the drive unit 41 pumps the medium from the first chamber 23 to the second chamber 24. Although the drive unit 41 actively supplies oil, the amount of oil pumped by the drive unit 41 is still insufficient to fully meet the volume requirements of the second chamber 24 because the cross-sectional area of ​​the first chamber 23 is smaller than that of the second chamber 24. The energy storage unit 42 releases the stored oil simultaneously and supplies oil to the second chamber 24 through the first one-way valve 43 to compensate for the oil supply, so as to ensure that the second chamber 24 is filled with enough oil.

[0096] In some examples, please refer to [link / reference]. Figure 4 The elastic structure 213 can be an air bag or a diaphragm. Exemplarily, when the elastic structure 213 is an air bag, the energy storage element 42 is formed as an air bag-type energy accumulator. Specifically, the air bag is disposed between the outer shell 211 and the inner shell 212, dividing a portion of the space between the outer shell 211 and the inner shell 212 into a gas chamber 214 and a working chamber 215. The gas chamber 214 is used to contain compressed gas (such as nitrogen), and the working chamber 215 is used to connect the first chamber 23 and the second chamber 24, allowing a working medium (such as hydraulic oil) to flow through the working chamber 215. The outer shell 211, the inner shell 212, and the air bag together define the overall structure of the air bag-type energy accumulator. When the pressure of the medium in the working chamber 215 changes, the air bag expands or contracts accordingly, thereby achieving energy storage and release.

[0097] In some examples, please refer to [link / reference]. Figure 4 The housing 21 may further include a base 216, which is connected to the outer housing 211. The inner housing 212 is pressed against the base 216 by a sealing ring 217. The working chamber 215 is pressed against the base 216 by a sealing top cover 218, and the top of the outer housing 211 is bent by a riveting process to press the sealing top cover 218. Exemplarily, the base 216 and the outer housing 211 are fixedly connected by welding.

[0098] In some examples, the inner shell 212 may include a first inner shell 2121 and a second inner shell 2122, with a portion of the piston 221 and piston rod located within the second inner shell 2122. The outer shell 211 and the first inner shell 2121 form a gas chamber 214. The first inner shell 2121 and the second inner shell 2122 form a working chamber 215, which connects the first chamber 23 and the second chamber 24. The outer shell 211, the first inner shell 2121, and the elastic structure 213 constitute the energy storage element 42.

[0099] Furthermore, an annular oil passage is formed between the first inner shell 2121 and the second inner shell 2122. This annular oil passage is used to guide the oil in the working chamber 215 to the base 216 and the bidirectional hydraulic pump 411, thereby realizing the circulation of oil between the working chamber 215 and the bidirectional hydraulic pump 411, providing a hydraulic power path for the active or passive control of the suspension assembly 10.

[0100] In some other examples, the inner housing 212 can also be configured as an integral structure with an internal oil passage. One end of the internal oil passage is connected to the working chamber 215, and the other end is connected to the base 216 and the bidirectional hydraulic pump 411, thus enabling the flow of oil between the working chamber 215 and the bidirectional hydraulic pump 411.

[0101] In some embodiments, please continue reading Figures 2 to 4 The first check valve 43, the first throttle valve 44, the second check valve 45, the second throttle valve 46 and the third throttle valve 47 are disposed on the housing 21.

[0102] In this way, by placing the first one-way valve 43, the first throttle valve 44, the second one-way valve 45, the second throttle valve 46, and the third throttle valve 47 on the housing 21, an integrated design of the first one-way valve 43, the first throttle valve 44, the second one-way valve 45, the second throttle valve 46, and the third throttle valve 47 on the housing 21 can be achieved. Compared with the method of setting each valve independently and connecting it through external pipelines, this integrated design saves the scattered space occupied by the independent housing 21 and mounting bracket of each valve, and eliminates the space required for the external connecting pipelines between valves and their arrangement. This significantly reduces the overall volume occupied by the valve assembly, making the installation layout of the suspension assembly 10 in the limited space of the chassis more compact, which is conducive to the optimized utilization of the bottom space of the vehicle 100.

[0103] In some examples, please refer to [link / reference]. Figure 4 The first check valve 43, the first throttle valve 44, the second check valve 45, the second throttle valve 46, and the third throttle valve 47 are disposed on the base 216 and are circumferentially spaced on the base 216. The circumferential spacing angle of each valve on the base 216 can be set according to the overall layout requirements of the suspension assembly 10.

[0104] In some embodiments, please continue reading Figure 1 The first drive component 3 may include an air tank and an air compressor connected between the air tank and the air bag.

[0105] In this way, when adjusting the vehicle height, the air compressor works in conjunction with the air tank to change the gas volume inside the airbag by controlling the inflation and deflation of gas, thereby adjusting the vehicle height. This method is simple in structure and easy to implement. Specifically, when it is necessary to raise the vehicle height, the air compressor starts, filling the airbag with compressed gas from the air tank. The air pressure inside the airbag increases and expands outward, pushing the wheel ends downward relative to the vehicle body, thus raising the overall vehicle height.

[0106] When it is necessary to lower the vehicle height, the air compressor is turned off or switched to exhaust mode, the gas in the airbag is discharged into the air tank, the amount of gas inside the airbag decreases, the airbag contracts, and the wheel end returns to its upward position relative to the vehicle body, thereby achieving an overall lowering of the vehicle body.

[0107] In some embodiments, please continue reading Figure 1 The air spring 1 is located around the shock absorber 2.

[0108] In this way, by placing the air spring 1 on the periphery of the shock absorber 2, the air spring 1 and the shock absorber 2 can overlap at least partially in the axial direction, thereby shortening the total length of the suspension assembly 10 in the axial direction, reducing the overall space occupied, and facilitating the compact layout of the suspension assembly 10 within the limited space of the chassis.

[0109] Please see Figure 5 This application also provides a vehicle 100, including the suspension assembly 10 provided in any of the above embodiments. The vehicle 100 can be a pure gasoline vehicle, a hybrid electric vehicle, etc. The vehicle 100 can also be a sedan, bus, truck, etc.

[0110] In some embodiments, the vehicle 100 may include a body 20, wheels 30, and a suspension assembly 10. The body 20 is used to carry people or goods, and the wheels 30 are connected to the underside of the body 20 and are capable of rolling on the road surface to move the body 20. The suspension assembly 10 is connected between the body 20 and the wheels 30 and is used to adjust the vehicle height and the support force.

[0111] In the description of the embodiments of this application, specific features, structures, materials or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0112] It should be understood that the application of this application is not limited to the examples above. Those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims. Those skilled in the art can understand that implementing all or part of the processes of the above embodiments and making equivalent changes according to the claims of this application still fall within the scope of this application.

Claims

1. A suspension assembly (10), characterized in that, include: An air spring (1) includes a fixed end (11) and a movable end (12) opposite to each other; The shock absorber (2) includes a housing (21) and a piston assembly (22). The housing (21) is connected to the movable end (12), and the piston assembly (22) is connected to the fixed end (11). The housing (21) and the piston assembly (22) form a first chamber (23) and a second chamber (24). The piston assembly (22) includes a piston (221) and a piston rod (222) disposed in the housing (21). The first chamber (23) and the second chamber (24) are located on opposite sides of the piston (221). The first drive assembly (3) is connected to the air bladder inside the air spring (1) and is used to inflate and deflate the air bladder. The second drive assembly (4) is connected to the first chamber (23) and the second chamber (24) for driving the medium to flow between the first chamber (23) and the second chamber (24).

2. The suspension assembly (10) according to claim 1, characterized in that, The piston assembly (22) further includes a piston rod (222) connected to the piston (221), a portion of which is located within the housing (21), and the piston rod (222), the piston (221), and the housing (21) together form the first chamber (23). The second drive assembly (4) includes a drive element (41) and an energy storage element (42), which are connected in parallel between the first chamber (23) and the second chamber (24).

3. The suspension assembly (10) according to claim 2, characterized in that, The second drive assembly (4) further includes a first check valve (43) and a first throttle valve (44). The first check valve (43) is connected between the energy storage device (42) and the first chamber (23) to allow the medium of the energy storage device (42) to flow into the first chamber (23). The first throttle valve (44) is connected between the energy storage device (42) and the second chamber (24). The assembly consisting of the first one-way valve (43), the energy storage element (42), and the first throttle valve (44) is arranged in parallel with the drive element (41).

4. The suspension assembly (10) according to claim 3, characterized in that, The second drive assembly (4) further includes a second check valve (45) and a second throttle valve (46). The second check valve (45) is connected between the energy storage device (42) and the second chamber (24) to allow the medium of the energy storage device (42) to flow to the second chamber (24). The second check valve (45) is arranged in parallel with the first throttle valve (44). The second throttle valve (46) is connected between the energy storage device (42) and the first chamber (23), and the second throttle valve (46) and the first check valve (43) are arranged in parallel. The assembly consisting of the first one-way valve (43), the energy storage device (42), the first throttle valve (44), the second one-way valve (45), and the second throttle valve (46) is arranged in parallel with the drive device (41).

5. The suspension assembly (10) according to claim 4, characterized in that, The second drive assembly (4) further includes a third throttle valve (47), which is connected in series with the drive member (41) between the first chamber (23) and the second chamber (24); The assembly consisting of the first one-way valve (43), the energy storage component (42), the first throttle valve (44), the second one-way valve (45), and the second throttle valve (46) is arranged in parallel with the assembly consisting of the third throttle valve (47) and the drive component (41).

6. The suspension assembly (10) according to any one of claims 2-5, characterized in that, The drive unit (41) includes a bidirectional hydraulic pump (411) and a motor (412) connected to the bidirectional hydraulic pump (411).

7. The suspension assembly (10) according to claim 6, characterized in that, The motor (412) has a driving mode and a power generation mode.

8. The suspension assembly (10) according to claim 2, characterized in that, The housing (21) includes an outer housing (211) and an inner housing (212) disposed within the outer housing (211), wherein the piston (221) and the portion of the piston rod (222) are located within the inner housing (212); An elastic structure (213) is provided between the outer shell (211) and the inner shell (212). The elastic structure (213) divides a portion of the space between the outer shell (211) and the inner shell (212) into a gas chamber (214) and a working chamber (215). The working chamber (215) is connected between the first chamber (23) and the second chamber (24). The outer shell (211), the inner shell (212), and the elastic structure (213) constitute the energy storage device (42).

9. The suspension assembly (10) according to claim 5, characterized in that, The first check valve (43), the first throttle valve (44), the second check valve (45), the second throttle valve (46), and the third throttle valve (47) are disposed on the housing (21).

10. The suspension assembly (10) according to claim 1 or 2, characterized in that, The first drive assembly (3) includes an air tank and an air compressor connected between the air tank and the air bag.

11. The suspension assembly (10) according to claim 1 or 2, characterized in that, The air spring (1) is disposed on the periphery of the shock absorber (2).

12. A vehicle (100), characterized in that, Includes the suspension assembly (10) as described in any one of claims 1-11.

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